Floating airport



Sept. 7, 1937. QJ, HAGAN 2,092,250

' FLOATING KIRPOBT Filed March 23, 1933 3 Sheets-Sheet l 1 N VEN TOR.

- Sept. 7, 1937.

F. J. HAGAN FLOATING AIRPORT Filed March 25, 1935 3 Sheets-Sheet 2 INVENTOR Sept. 7, 1937. F. J. HAGAN 2,092,250

FLOATING AIRPORT Filed March 23, 1933 3 Sheets-Sheet 3 INVENTOR F76.- II I the semi-rigidly connected type.

Patented Sept. 7, 1937 UNITED STATES PATENT OFFICE Application March 23,

3 Claims.

My invention relates to improvements in marine airports having floating landing areas and runways for aircraft.

The object of my invention is to provide an economical floating, movable area, so designed as to be self aligning in a general direction with the wind, upon which airplanes, equipped with conventional landing gear, can land, take off from or manoeuver about, under their own power, with a high degree of safety for themselves and other planes or persons using the floating airport.

A further object of the invention is to provide a harbor and shelter from wind and rough water, for approaching sea-planes, small water craft and airport tenders.

The above is accomplished in the following manner: Referring to the three drawings for a brief description of the illustrations thereon, Fig. 1 shows the deck plan of what will be referred to in this specification as the rigidly connected type of floating airport. 7 V

Fig. 2 is an assembly diagram showing a plan View of the supporting hulls for the rigidly connected type of floating airport.

Fig. 3 is an elevation or side view of the above rigidly connected type.

Fig. 4 shows the deck plan of a floating airport which will be referred to in this specification as An open joint is shown between the left wing and the main body of the floating airport.

Fig. ,5 is anassembly drawing showing a plan View of the supporting hulls for this semi-rigidly connected type of floating airport. The hull projecting in an angular direction from the right side of the main unit is shown rigidly connected thereto. The hull on the left side, projecting at an angle with the center or main hull, is shown flexibly connected thereto.

Fig. 6 is an elevation or side view of the semirigidly connected type of floating airport, showing the side flexibly connected.

Fig. 7 shows the deck plan of what will be referred to in this specification as the non-rigidly connected type of floating airport in which all the hulls supporting the angularly projecting service runways or decks are flexibly connected to the main unit or main runway supporting element.

In Fig. 7 is also shown (26) a plan or deck view of a floating platform with a ramp for the use of sea-planes. A

Fig. 8 is an elevation of the angularly projectin hullswhich support the auxiliary service wing runways and shows a typical cross-section of the 1933, Serial No. 662,271

center hull or hulls which support the main runway or elongated landing deck, the cross-sectional view and elevations being taken from the rear of the assembly looking forward.

Fig. 9 is an elevation of the floating airport, front View looking aft.

Fig. 10 shows the cable and flexible coupling used to join the angularly projecting hulls with the main hull in the semi-rigidly and non-rigidly connected types.

Fig. 11 shows a part of the spreader beam (32) and the clevis for securing same to the ship sides.

By way of explaining more in detail the manner in which the aforementioned objects are accomplished and to show wherein my design comprises novelty, practicability, economy and extraordinary safety features, I will refer again to Fig. 1 on the drawings, where there is illustrated a typical deck plan of the floating airport. The angularly projecting wings or service runways (2) and (3) afford a haven or in other words an isolated area for the use of airplanes while being serviced, etc. This arrangement permits the main runway or elongated landing area (I) to be kept clear for the use of landing or debarking airplanes. Herein lies a safety feature, the manoeuvering plane can land or take off from the unobstructed main runway deck (I) and in so doing can pass between rows of parked planes, groups of workmen, passengers etc.; stationed on or using the auxiliary service wing decks, with no possible chance of coming in contact with either parked planes or persons in the event the manoeuvering plane becomes uncontrollable or has an accident. The water hazard between the main runway deck (I) and the auxiliary runways (2) and (3) insures immunity.

There is also an economical factor in favor of the projecting wing type deck construction, due to the relatively small area of deck space required for the safe and practical operation of airplanes, especially large commercial ships, when compared with the amount of deck space required to attain the same degree of safety and mobility by the more conventional types of floating landing areas.

Nos. (4), and (6), Fig. 1, refer to storage hatchways. The top of these covered openings rest flush with their respective runway decks. Nos. (1) and (8) refer to deck houses or cabins for the accommodation of passengers, pilots, crew, etc.; also terminal ofiices and stewards depart ment; Nos. (9) and (I0) refer to crane hoists for handling supplies,-storage, freight, mail, baggage, etc.; Nos. (II) and (I2) refer to I-beam tracks, located below the runway decks, for the support of movable hoists used for handling storage taken in through openings in the ships side. No. (l3) refers to a shallow grooved track or guide installed along the main runway deck to accommodate accelerating gear used to assist heavily loaded airplanes in taking-off. Referring to Fig. 2, which is a hull assembly diagram, No. l4) indicates the hull supporting the main runway deck (I) of Fig. 1. Nos. (l) and (It) indicate the supporting hulls for the auxiliary angularly projecting runways (2) and (3) of Fig. 1 respectively. Nos. (ll), ([8), (l9), and (2B) refer to the structural framework used to join the angularly projecting hulls (l5) and (iii) to the main runway supporting hull (M). These structural frameworks would not be used or be necessary of course, when the supporting hulls (l4), (l5), and (iii) are originally built as one unit. The framework is shown to illustrate the procedure in cases where a plurality of independent units or separately built hulls are joined together to form a floating landing deck support. The auxiliary runway deck supporting hulls (l5) and (B6) are joined to the main runway supporting element at such angles as to balance the elongated main runway deck into the wind at all times when the ship is anchored or otherwise secured at the bow or forward end. This means that if the projecting elements iii) and (I6) vary in physical proportions or areas exposed to the wind, the degree of angular attachment must be varied accordingly to effect the constant alignment of the main runway deck with the general direction of the wind. In the illustrations, only two auxiliary projecting wings are shown. However, any number of wings may be attached to the main runway hull and become a part of the floating landing area, providing the system remains balanced with respect to the wind as previously specified.

An important feature of the projecting wing type construction in a floating landing area, is the protection from wind and rough seas afforded to harbored or approaching sea-planes, small water craft and ships tenders.

Fig. 3 is a port side elevation of the floating airport showing the structural elements (l8) which secure the projecting hull (Hi) to the hull ([4). No. (8) is an elevation of the cabin or deck house, located on the wings only.

Fig. 4 is a deck plan showing a joint between one of the projecting hulls or wings (3) and the main runway (I). This is to indicate that one projecting wing (3) is a part of but not rigidly connected to the main body of the floating airport.

Fig. 5 is another assembly diagram and plan View illustrating the arrangement of the hulls (l4), (l5), and (I6) supporting the deck plan (semi-rigidly connected type) shown in Fig. 4. The hull (i5) is shown rigidly connected to hull (I 4) and hull (I6) is shown flexibly connected to the main hull (M). The reason for the nonrigid or flexibly connected types being specified, is due to the fact that in a floating airport there will be occasions when some parts of the ship will be loaded heavier than others. It will be necessary to carry machinery, fuel for electric generators, large supplies of gasoline and oil, etc.; aboard the floating airport. The most practical location for the storage of the above in this particular type of vessel, would be in the projecting service wings. Should it be desirable to load one or both of these wings, the increased displacement of the supporting hull would set up damaging stresses in the connecting framework if the projecting hulls were rigidly connected to the main unit, therefore in order to avoid the consequent distortions and strain at the junction point, the non-rigid or flexible joint has been provided. Fig. shows the flexible coupling used to secure the angularly projecting hulls to the main unit (in the semi-rigidly and non-rigidly connected types). The coupling consists of a cable (23) connected to an adjustable turnbuckle at one end and the other end connected to a compensating compression spring arrangement (22). When one end of this flexible coupling is secured to the main hull and the other end fastened to the wing hull, the latter is held up against the bumping or pivot' block (2!). Two of these couplings are employed, one on each side of the forward part of the projecting wing, thereby ensuring the close proximity of the deck supporting hulls at all times and under all reasonable conditions of loading. Assisting the flexible coupling is the spreader beam (32) which is used to maintain the degree of angular attachment of the wing hulls at all times.

Fig. 6 is an elevation of the flexibly connected hulls (l6) and (M) showing the approximate position the projecting service wing hull (l6) would take when loaded. By allocating the heavy and changeable loadings (such as the gasoline and oil storage) to the service wing hulls, the main runway hull is left on even keel and thus the landing deck or main runway remains level at all times.

Fig. '7 is a plan view of a deck arrangement wherein both or all of the angularly projecting wings, which are an integral part of the floating landing area, are connected flexibly to the main runway hull or hulls. The reason for showing the different deck plans (Figs. 1, 4, and 7) is to illustrate how the construction details may be varied without a departure from the main idea.

In Fig. 7, No. (26) refers to a floating platform having a ramp extending down into the water for the accommodation and servicing of sea-planes. This floating platform may also be used to serve the same purpose as the spanner beam (32) in as much as it will maintain the selected degree of angular attachment between the wings and the main runway hull, in the semi-rigidly and non-rigidly connected types.

Fig. 8 is an elevation of the projecting hulls (l5) and (i6) and a typical cross-sectional view of the main runway hulls (I4) looking forward. This view shows the vessels hold, suitable for storage and could be used for hangars (28). The water ballast tanks (29) are shown as is also a cross-section of the main runway deck, which in this illustration is shown covered with a flexible composition such as asphalt, macadam or the like.

Fig. 9 is a front view of the hull assembly. The balanced wing type of floating airport may be a vessel constructed by combining a plurality of hulls or it may be constructed as one rigid unit supporting the superimposed landing deck and auxiliary runways. The balanced wing type deck may also be supported by pontoons which would supplant the supporting hulls referred to throughout these specifications.

Fig. 10 shows the flexible connecting link used to join the hulls in the semi-rigid and non-rigid designs. No. (3 l) is a compression spring, through the coil of which passes the bolt (30). The cable (23) is secured to one end of this bolt and the spring comes in contact with the other end or head of the bolt when the unit functions. The cable (23) is secured at the opposite end to an adjusting turnbuckle (24) which in turn is fastened to the ships side, as is also the compensating spring retainer (22). The turnbuckle (24) is used to relieve the pressure on the spring (3!) when greatly stressed due to unusual conditions of loading. By connecting the plurality of supporting hulls or pontoons in detachable units, such as herein specified and illustrated, including the units supporting the elongated runway, the dry-docking and repair of the various floating units is facilitated, an important consideration in the maintenance of floating equipment, especially anchored structures.

Fig. 11 shows, in part, the separating or spanner beam (32) used to maintain the predetermined degree of angular attachment between the main runway hull and the projecting service wing hulls in the semi-rigidly and non-rigidly connected types. No. (21) is a clevis attached to the ships side which supports and secures the spanner beam (32).

Having fully described my invention, I claim:

1. A marine airport comprising a buoyant structure adapted to be anchored adjacent its forward end so as to be self-aligning in a general direction with the wind and having a coextensive deck upon which airplanes equipped with conventional landing gear can land, take-off and manoeuver about; said structure comprising a main elongate buoyant body having a plain and substantially unobstructed co-extensive deck thereover, an auxiliary buoyant body attached at each side of said main body intermediate its length and each having a deck forming a continuation of the deck of said main body and means for attaching said auxiliary bodies to said main body whereby said auxiliary bodies project rearwardly and outwardly from the main body at an acute angle thereto and provide protected water areas or harbors.

2. A marine airport as defined in claim 1 in which said means for attaching said auxiliary bodies to said main body are non-rigid and permit limited relative movement between said bodies.

3. A marine airport as defined in claim 1 in which the unconnected ends of said auxiliary buoyant bodies terminate forwardly of the rear end of said elongate body.

FRANCIS J. HAGAN. 

